Taximeter



PQRICHERT Feb. 26, 1929.

TAXIMETER 1925 3 Sheets-Sheet Filed Feb.

FIGA.

Febf 26, 1929a 1,703,692

P. RICHERT TAXIMETER Filed Feb. 4, 1925 3 Sheets-Sheet 2 FIEZ.

WHA/5555 43 46 /1 I Feb. 26, 1929. 1,703,692

A P. RIGHE-:RT

TAXIMETER Filed Feb. 4, 1925 5 sheetsneer 5 FIL-LE.

Patented Feb. 26, 1929.

UNITED STATES 1,703,692 PATENT OFFICE.

PAUL RICHEBT, OF NEW YORK, N. Y., ASSIGNOR TO PITTSBURGH TAXIMETER COM- PANY, A CORPORATION F PELXINSYLVANIA.

TAXIMETER.

Substitute for application Serial No. 703,898, led April 3, 1924. This application led February 4, 1925. Serial No. 6,698.

This invention relates to recording and indicating devices and more particularly to i'aximeters ot the type shown, for example, in my prior Patent No. 1,522,910 of January 13, 1925, and this application is a substitute for my earlier tiled application No. 703,898 ot' April 3, 1924.

In the said patent I have shown a taximeter in which the fare indicating dials are adaptl ed to be driven either by movement of the vehicle, on which the meter is mounted, or by a clockwork mechanism embodied Within the meter.

In certain localities regulations require an initial. Wait-ing period between the time the vehicle reaches the address called and the time the meter begins to register. This, of course, is only when the vehicleis kept waiting for a passenger' after having been engaged and when it is not immediately put in use. In order to eliminate the element of personal carelessness on. the part of the driver in determining the lengt-h oi time the vehicle has been kept waiting the meter shown in my said patent is provided With a lost motion device in the clock driven mechanism whereby the 'tare indicating dials are not actuated by the clock driven mechanism for four minutes after the flag shaft is moved to the hired position, this being the length ot' initial Waiting period required by regulations in a large number of localities. The meter shown in the said patent may be termed a four minute meter, in that it is provided with a sufficient amount otl lost mot-ion in the clock driven mechanism to allow for exactly four minutes between the time the flag sha-ft is placed in the hired position and the time the fare indicating dials are actuated.

However, in some places the initial Waiting period is substantially greater than four minutes. This requires an increased amount ot' lost motion in the clock driven mechanism and accordingly an increase in the amount o movement of the parts which is necessary to properly set the lost motion device at the beginning of the period of hire. The four minute meter7 of the said patent is not adapted to properly set the parts Where the extent olf lost motion is increased to provide for a Waiting period of say six minutes and an object ot' this invention is to provide a meter having means for insuring t-he proper setting or the lost motion device at the beginning of a period of hire regardless of the amount of lost motion in the clock driven mechanism and to thus provide a meter which can be adapted to any required length of initial Waiting time by merely changing the amount of lost motion in the clock driven mechanism.

A further object is to provide a meter in which all backlash between the gears of the clock driven gear train is eliminated so that when the vehicle on which the meter is mounted comes to a stop the clockivork mechanism will immediately take up the drive of the iare indicating' dials Without having to first make up for any lost motion due to backlash in the clock driven gear train.

A still further object is to provide a meter of the type set forth which will accurately register the correct tare and at the same time be simple and rugged in construction.

These and other objects which will appear obvious to those skilled in the art, are attained by means of this invention, one embodiment of Which is shown, for the purposes of illustration., in the accompanying drawings in ywhich Figure 1 is a vertical sectional View of a meter embodying this invention showing the operating elements in elevation, Fig. 2 is a similar vieiv of the upper half of the meter showing the parts in operatively connected relation, Fig. 3 is a horizontal section showing the lost motion device in plan, Fig. 4i is an elevation of the lost mot-ion device, Fig. 5 is a partial view similar to Fig'. 3 with certain o'i the elements omitted, Fig. 6 is a View similar to Fig. l taken on a different plane and Fig. 7 is an elevation of the backlash eliminator and the disengaging lever therefor.

In the drawings I have illustrated a meter having a fare indicating mechanism comprising interconnected fare indicatincr dials, an actuating mechanism therefor which is intermittently operated by a rotating ratchet Wheel as to operate the fare indicating dials in accordance with the movement ot' the vehicle or With the length of time the vehicle is hired in case it is kept Wait-ing. The driving ratchet is operated either by movement of the vehicle or by a clockwork mechanism embodied Within the meter. The clock driven mechanism is provided With a lost motion d ce or sufficient extent to allow for the correct amount of initial Waiting time as required by local regulaions, as above described. The connection and disconnection or the fare actuating mechanism with the driving ratchet is controlled by movement of the llagsha-ft through a control or master lever. properly set at the beginning ot its stroke by rotation oif the driving ratchet before the'latter is operatively connected to the actuating mechanism and in order to insure sufficient y rotation thereotl se as to properly set the lost motion devic at che beginning et its movement regardless et the amount or lost mot-ion that it may he necessary to provide tor an increased initial waiting period, there is provided an ausili( 'y or booster lever Which is operated by evt t o'l' the flag shai't to rotate the driving ratchetj and thus properly set the lost motion device, just prior to the connection oit the 'tac actuating mechanism with the driving ratchet.

As illustrated this invention includes a back plate 1 on which is supported the entire meter n'iechanismwithin suitable housing 2y secured to the back plate. A. supporting plate 3 is mounted in spaced relation to the bach plate 1 by means of suitable pins l and supported t' 'om the plate 3 are the usual fare indicating dials 5, 6 and connected by interrupted gears not shown) and mounted on shai'ts S, 9 and 10, respectively, as is Well known in the art.

The fare indicating dials are actuated through a ratchet 11 mounted on the shaft 8 of the tens dial 5. A master or control lever 12 is pivotally mounted at 13 upon the baclr of the plate 3 is provided With a stub shafty lll which extends forwardly through an opening 14: termed in the plate 3. A lever 15 is pivotally mounted upon the stub shaft 14; adjacent the iront tace oi the plate 3 and is provided ivitiL cam suriiace or tooth 16 'for engagement with the ratchet Wheel 17 mounted on a shatt 13 which is journaled in the plate and entends rearwardly therefrom. A spring 19 secured to one arm of the lever 15 normally ymaintains the tooth 16 in yielding engagement with the teeth of the ratchet Wheel. A downwardly ext-ending pawl 2() is pivotally mounted upon the other arm of the lever l5 by means of a pin 21 and is yieldingly maintained in engagement with the ratchet Wheel 11 by a spring 22.

lt vill thus he seen tir`-`U rotation ot ratchet Wheel 17 oscillates the lever 15 about its sup porting` pivot on the master or control lever 12 vll ich in turn produces an intermittent rotation et the tei dial through operation oit t-he pawl 2O the ratchet 11. On every complete revolution oi the tens dial 5 the dial v@will advance one step and upon every revolution oft the dial f5 the dial will advance one step, all as is Well lrnoivn in this particular art.

The meter is provided. with a Vflag shaft 23 which is adapted to be operated by the driver et' the vehicle in the Well-known manner. A cani 24 is secured to the cam shaft and upon The lost motion device isV rotation thereof engages the cam tace 25 12 so as'to rotate the lever about its supporting pivot 13. Also secured tothe shaft 23 is a disc cam 2". A lever 2T pivoted at 23 on the plate 3 and one arm thcreot is provided with a pin 29 adapted to ride upon the surface the cam 26 with #which it is maintained in. contact by a suitable spring 30. Then the cam 26 moved so that the pin 29 is in the loiv portion thereoii the spring 30 causes the arm 27 to assume the position shown in Fig. 1. ln this position the upper arm oi the lever 27 contacts with the pin 21 on the lever 1o and raises the latter so as to disengage the cam surface or tooth 1G thereoi from the driving ratch't 17, this being the not hired position oi the meter. The naster lever has been rotated to the lett by t-he cam 24 so as to cause disengagement of the indicating dials and actuation et' the cancelling mechanism as more fully dcscribed and claimed in my prior Patent No. 1,522,910 or January 13, 1925, the description oi which is omitted from the present application it nas no bearing upon this invention.

1When the vehicle is in motion the ratchet 17 is driven by rotation oi the shaft 13 by means of the lfollo ving mechanism. A vertical Worm shaft 32, mounted in suitable bearings 33 on the back et plate 3, is connected 'through the usual Well-known flexible driving shait (not shown)` with a moving part of the ve hicle. The upper end ol this Worm shaft is provided With a Worm which drives a worm Wheel 35 mounted upon the shait 18 for driving connection therewith, when rotated in one direction, and for free movement ythereon when rotated in the opposite direction, through the medium et a suitable ball clutch mechanism 36 which may be of any desired construction. A)totation of the shaftt 32 by movement of the vehicle thus rotates the sha1"- 1,8 and the driving ratchet 17 so as to actuate the lever 15 and paivl 20 and operate the tare indicating dials, when the meter is in the hired position, shown in F ig. 2.

In order that the meter will 'function during a period when the vehicle is hired but not in motion there is provided a clockwork mechanism 37 provided with the usual 38 which meshes with and drives a pinion 33 secured to a shatt 40 which is journaled at its respective ends tor axially slida-ble movement in the plate 3 and a supporting plate 41. A gear 12 loosely mounted on the slidable shaft l0 meshes with and drives a gear Wheel 43 mounted upon the shaft 13 with which it is connected i'or driving in one direction by a suitable ball clutch mechanism 44 similar to the ball clutch n'iechanism 36. A, suitable over-hanging linger Ll mounted on the supporting plate 3 maintains the gear 42 in mesh rormed on the upper end oi' the master lever.

lio

with the gear 43 during axial sliding movement of the shaft 40. The gear 42 has a hub portion 46 which is provided with a relatively deep slot 47 formed with a relatively narrow portion 48 and a wide portion 49. The shaft 4() has a pin 50 received within the slot 47 so that rotation of the shaft will drive the gear 42. Then the vehicle is in motion during a period of hire the worm shaft 32 will rotate the gea r 35 and ratchet 17 so as to actuate the fare indicating mechanism, (the pin on the shaft 40 being ordinarily maintained in the narrow portion of the slot 47). When the vehicle comes to a stop the worm shaft 32 will stop but the driving ratchet 17 will continue to be rotated through the medium of the clockwork mechanism and the gears 42 and 43 liust described.

The shaft 40 has a beveled forward end 52, see F ig. 3, which projects slightly beyond the supporting plate 3. A lever 53 is pivoted at 54 to the plate 3 and is provided at one end with a cam face 55 adapted to cooperate with the beveled end of the shaft 40. A spring 56 tends to hold the cam face 55 away from the end 52 ofthe shaft 40. A pin 57 on the master lever 12 contacts with the other arm of the lever 53 so that when the meter is in the not hired position, see Fig. 1, the lever 53 is moved against the tension of the spring 56 and the cam face 55 engages the beveled end 52 and moves the shaft 40 rearwardly so as to place the pin 50 in the wide portion 49 of the slot 47. Obviously when the pin 59 .is in the wide portion of the slot 47 a certain amount of lost motion exists between the shaft 40 and the gear 42 which must be taken up before the gear 43 and ratchet 17 will be rotated by the clockwork mechanism 37.

A lever 58 is pivoted to a bracket 59 mounted upon the back of the auxiliary supporting pla te 41. One arm of the lever 5S engages the rear end of the shaft 40 and the other arm thereof is adapted to be engaged by a finger 60 which is frictionally mounted upon the worm shaft 32 by means of a suitable spring 61. Vhenever the vehicle is in motion the rotation of the worm shaft 32 presses the finger 60 against the adjacent end of the lever feansing the same to oscillate about its pivot so that its other arm presses the shaft 40 forwardly and moves the pin 50 into the narrow portion 48 of the slot 47 thus removing all lost motion between the clockwork mechanism and the driving ratchet 17 soon thereafter as the vehicle is brought to rest and the worm shaft 32 becomes stationary the clockwork 37 rotates the ratchet 17 through the described connection.

lVhen the mechanism is moved to the not hired position the lever 12 and pin 57 are moved by the cam 24 so as to cause the lever to oseillate about its pivot and bring the cam face 55 into Contact with the beveled end 52 of the shaft 40, moving the latter rear- Asv wardly and the pin 50 into the wide portion 49 of the slot 47.

As soon as the meter mechanism is set to function during a period of hire, the lever 53 is released and the spring 56 moves the saine out of engagement with the end 52 of the shaft 40. 1f the vehicle is stationary at the time, the shaft 32 and finger 60 remain motionless and the shaft 40 is not moved. The clockwork mechanism, however, drives the shaft 40 through the medium the gear 3U and pinion 39. By reason of the fact that the shaft 40 has not yet been moved axially, the pin 50 is disposed in the wide portion of the slot 47 in the hub 46 and a certain amount of lost motion therefore exists between the shaft 40 and the gear 42. The amount of this lost motion is determined by the width of the wide portion 49 of the slot 47 and varies according to the regulations regarding the length of the initial waiting period under which the vehicle is operated.

It is essential to insure the positioning of the pin 50 in the prop-er end of the wide portion 49 of the slot 47 atthe beginning of a period of hire as otherwise the amount of lost motion and 'therefore the extent of the initial waiting period will be decreased. This is done by means of a lever pivoted at 66 to the forward face of the plate 3. The lever has a downwardly extending inwardly curved arm 67 having a pawl 68 secured to the inner end thereof and adapted to engage the teeth of the ratchet wheel 17 upon movement of the lever 65. A pin 69 is mounted on the bacl; face of the cam 26 and is adapted to engage the other arm of the lever 65 so as to oscillate the same about the pivot 66. Movement of the flag shaft 3 from the not hired to the hired position causes the pin 69 to oscillate the lever 65, as shown in the full and dott-ed line positions in Fig. Movement of the lever rotates the ratchet- 17 and through it the shaft 18. Although the direction of rotation of the shaft such as to cause disengagement of the ball clutch 44 and gear 43 therewith,y the frictional drag of the clutch members is sufficient to cause the gears 43 and 42 to rotate therewith in the absence of any material resistance to such movement. This rotation of the gear 42 continues until the pin 50 on the shaft 40 engages with the edge of the slot 47. Upon the pin 56 striking the edge of the slot further rotation of the gears and 43 is prevented and the ratchet 17 and shaft may continue to rotate under the impulse of the lever 65 due to the slip of the ball clutch 44. The above described operation, of course, takes place before the flag shaft 23 has moved far enough to piace the lever 15 in oiierative cont-act with the ratchet 17.

By providing the lever 65, any practical amount of lost motion can be accommodated and the device properly set at the beginning of a period of hire. The only changes necessary to adapt the meter to diii'erent regulations in regard to the initial waiting period is a change in the width of the wide portion dei) of the slot 47.

After the vehicle is set in mot-ion and the iinger 60 and lever 5S have moved the pin 50 into the narrow portion of the slot 47 itis necessary to prevent all lost motion between the diiierent of the gear train driven by the clockwork mechanism in order to have a perfectly accurate meter. This necessitates elimination of all backlash between the gears forming the gear train driven by the clockwork mechanism. l

A lever 70 is pivoted at 7l on the rear face of the plate 3 adjacent the gear d3. This lever has a tooth '72 engaging the teeth of the gear d3 with which it is held in yielding contact by a spring v73. The lever and tooth are so formed as to yieldingly resist rotation of the gear 43 under the clockwork drive. rihis backward pressure prevents all lost motion or backlash between the gears of the gear train so that when, during a period of hire, the vehicle comes to a stop, or to speed so slow that the clockwork mechanism drives the fare indicating mechanism ahead of the vvehicle drive, the clockwork mechanism will immediately take hold and continue rotation of the ratchet 17 without havingl to first make np for any backlash in the clock driven gear train. rhis prevents any momentary cessation of operation of the actuating mechanism when the vehicle comes to a stop and insures an absointely accurate meter.

It is, of course, necessary to disengage the lever TO froml the gear 43 to enable the setting of the lost motion connection by the booster lever 65, when the flag shaft is rotated from the not hired to the hired position. This is accomplished by means of a cam lever 75 having an inclined cam surface 7G adapted to engage a cooperating pin 77 extending outwardly from the lever 70 so as to move the latter upon its supporting pivot- 71 and disengage the lever and gear 48. The cam lever is formed integrally with the hub of the arm 50 and is movable therewith.

r"ne disengagement is accomplished when the flag shaft is moved to the not hired position. As above described the lever 53 at that time contacts with the end 52 of the slidable shaft i0, forcing the latter rearwardly and oscillatingl the iever 5S so as to move the arm about the worm shaft 32, see Figs. 3 and 7. face 'T6 of lever 75 against the pin so as to force the lever dov.'"nwardly away from the gear 43. The latter is then free of the levers drag so that it may be easily rotated by the booster lever for settingY the lost motion device When the flag shaft is next moved into the hired position.

I claim:

rIhis, of course, moves the cam sur- 1. In a taximeter, thezcombination of a fare indicating mechanism, means for actuating said mechanism, a ratchet for operating said actuating means, a clock-work mechanism adapted to drive said ratchet, a driving connection between said clock-work mechanism and said ratchet, including a lost motion ,device, a flag shaft adapted to connect and ,disconnect said ratchet and said actuating means and a lever operated by said flag shaft for rotating said ratchet while disconnected from said actuating` means so as to set said lost motion device to permit said clock-work mechanism to operate for a predetermined period of time before driving said ratchet after it Yis connected to said actuating means.

2. In a taximeter the combination of a fare indicating mechanism, means for actuating said indicating mechanism, a ratchet for operating said actuating means, a clockwork mechansm adapted te drive said ratchet, a

driving connection between said clockwork' mechanism and said ratchet including a lost motion device, a tia g shaft adapted to connect and disconnect said ratchet and said actuating means and means operatively associated with said flag shaft for rotating said ratchet so as to set said lost motion device to permit said clockwork mechanism to operate for a predetermined period of time before moving said ratchet for actuating said indicating means. c

3. In a taximeter the combination of a fare indicating mechanism, means for actuating said indicating mechanism, a ratchet for operating said actuating means, a` clockwork mechanism adapted to drive said ratchet, a driving connection between said clockwork mechanism and said ratchet including Va lost motion device, a Hag shaft adapted to connect and disconnect said ratchet and said actuating means and means for rotating said ratchet while disconnected from said actuating means so as to set said lost motion device to permit said clockwork mechanism to operate for apredetermined period of time before driving said ratchet after it is connected toV said actuating means.

et. In a taximeter the combination of a fare indicating mechanism, means for actuating said indicating mechanism, a ratchet for operating said actuating means, a clockwork .mechanism adapted to drive said ratchet, a driving connection between said clockwork mechanism and said ratchet including a lost motion device, a flag shaft adapted to connect and disconnect said ratchet and said actuating means and a pawl operated by said iiag shaft for rotating' said ratchet so as to set said lost motion device to permit said clockwork mechanism to operate for a predetermined period of time before moving said ratchet for actuating said indicating means.

5. In a taximeter for vehicles, the combina- Ytion of a fare indicating mechanism, means for actuating said indicating mechanism, means operated by movement of the vehicle for driving said actuating means, a clockwork mechanism including a gear train for driving said actuating' means when said vehicle is at rest and a lever adapted to engage a gear in said train for yiel'lingly resisting movement of said gear tu li and eliminating' backlash therefrom so te `frevcnt momentary cessation. et operation ot said actuating means when the vehicle comes to a stop.

6. In a taximeter for vehicles the combination of a iag shaft, a indicating mecha-A nism, means 'tor actuating' said indicating mechanism, means operated by movement ot' the vehicle 'for driving' said aetnating means, a clockwork mechanism adapted to drive said actuating means when the vehicle 'is at rest, a gear train connecting said clockwork and said actuating means including' a lostmotion device, means adapted to en age a gear in said gear train for yieldingly resisting movement thereof so as to prevent momentarv cessation of operation of said actuating means when the vehicle comes to a stop and means for disengaging said last named means from said gear to permit setting of said lost motion device.

7. In a taXimeter for vehicles the combination of a fare indicating mechanism, means for actuating said indicating mechanism, means operated by movement of the vehicle for driving said actuating means, a clockwork mechanism adapted to drive said actuating means when the vehicle is at rest, a gear train connecting said clockwork and said actuating means including a lost motion device, a lever having a tooth adapted to engage a gear in said train so as to eliminate hacklash in said train and prevent momentary cessation of operation of said actuating means when the vehicle comes to a stop and a cam for disengaging said lever from said gear to permit setting of said lost motion device.

In testimony whereof, I have hereunto suhscrihed my name this 30th day of January, 1925.

PAUL RICHERT. 

